Vessels



F. G. CURTIS. APPARATUS FOR PROPELLING VESSEL-S.

No. 472,207. v PatentedApr. 5, 1892.

w: nnnn l5 virus 00.. mmcrunm vusnmmou n c NHSE STATES i ATENT FIQEQ FRANK G. CURTIS, OF NEWV YORK, N. Y.

APPARATUS FOR PROPELLING VfESSELS;

SPECIFICATION forming part of Letters Patent No. 472,207, dated April 5, 1892.

Application filed October 24, 1890. Renewed December 1, 1891. Serial No. 413,654. (No model.)

' tion.

This invention relates more especially to the propulsion of yachts, launches, and small boats; and it consists in the adaptation of an electric motor run by primary batteries, accumulators, or secondary batteries, or a combination of such, to rotateascrew or propeller in a more direct, simpler, and cheaper manner than has been accomplished heretofore. The batteries are situated in the hold or other convenient point in the boat and properly connected to a motor of any approved type and power, which is mounted upon the tillerhead, so as to turn therewith and with the connected rudder as the same are moved in steering. The screw-propeller is sleeved on a stud fitted in the lower part of the rudder and is rotated by gears and shafting chain-gearing or equivalent means connecting same directly or by intermediate means with the armature of the electric motor.

For full comprehension of the mechanism which I prefer to use in carrying out my invention reference must be had to the accompanying drawings, forming part of this specification, in which similar letters of reference indicate corresponding parts.

In said drawings, Figure l is a longitudinal sectional elevation, and Fig. 2 astern view, of part of a boat with one form of my apparatus attached. Fig. 3 is a view similar to Fig. 1, illustrating another form or modification.

A represents the stern-post of a boat, and B the rudder attached thereto as shown or in any other suitable manner. A journal or bearing 0 is formed on or in the outer edge of the rudder near the bottom for the hub of the propeller or screw 0, (which is of the size, pitch, and general pattern most suitable for the purpose and according to the tonnage of the boat,) and the rudder is generally strengthened at that point by an iron strap 0', fastened to each side.

To the head of the rudder B, I securely fasten the tiller D and so shape this tiller at or near the head that it will be wide and strong enough to afford a platform d, upon which is firmly secured an electric motor E of any approved type and of such horsepower as may be required, calculated upon the size, shape, and tonnage of the boat and the speed to be attained.

Referring now particularly to Figs. 1 and 2, the armature-shaft e of the electric motor carries upon one end a sprocket-wheel F, and there is another sprocket-wheel Gon the-hub of the propeller O, and these wheels are connected by chains, there being, intermediate, an extra and larger sprocket-wheel H and a smaller wheel it, both fixed on a sleeve running on a stud (marked '6) carried by the rudder about midway of its height, and two separate endless chains J and K, employed to communicate motion between each pair of sprocket-wheels, as seen in the drawings.

This arrangement reduces the speed of the propeller below that of the motor, as this will be found desirable in every case where a high-speed motor is employed. To reverse the action of the propeller, I reverse the action of the current in the field of the motor by a switch (not shown) or by other means familiar'to electricians. 1

In Fig. 3 I illustrate a modified form of apparatus for putting my invention into operation. Instead of the sprocket wheels and chains above described I have avertioal shaft and beveled gears revolved by the motor, as follows: A miter-gear 7c is mounted upon the hub of the propeller C, meshing with a similar gear k on the lower end of a vertical shaft K, which has a bearing in an extension 10 from the edge of the rudder B, as well as a cone-bearing in a projecting part of the rudder below. K is a hollow-ended shaft slipped over the shaft K, having a slot k through which a pin 10 projects from the inner shaft to prevent undue movement between the two, and this shaft K is practicallya prolongation of the former, being provided with a bearing 10 similar to 10. Upon its upper end there are fixed two beveled gears L L, the first of which is normally in gear with a small bevel gear-wheel M, firmly mounted on the end of the motor-shaft. The other gear L is used for reversing, and is brought into gear with the pinion M (and that marked L thrown out) by means of a hand-lever O, lying nearly horizontal above the tiller and pivoted at 19, preferably to the base or stand of the motor. It is bifurcated and properly pivoted at p, where it engages a ring mounted between collars on the shaft K A spring Q serves to depress the opposite end of the lever O, and thus keeps the gear L normally up to and in mesh with the pinion M. By raising the handle of the lever 0 against the spring the shaft K is forced downward until the upper gear L meshes with the pinion M, when the screw 0 immediately commences to revolve in the reverse direction. A catch may be provided for holding the hand-lever up while the boat is backing. Furthermore, the arrangement of the gears and shafts may be reversed, so as to use the upper gear L for driving forward and the lower one for reversing. In that case the hand-lever 0 will be depressed instead of being raised, as just described.

Instead of the sprocket-wheels and chains shown and described for Figs. 1 and 2,1 may use plain or shaped pulleys and flexible or other bands or cords; or I may dispense with the upper gearing in Fig. 3 and use a pulley and band running to a pulley on the motorshaft, the position of the motor being arranged to give the most direct connection.

In either of the arrangements shown in the drawings it will be seen that the entire propelling and steering apparatus can be easily removed or changed from one boat to another. The mechanism is lifted ofi with the rudder.

Various other modifications and changes in deta ls of construction may be made without electric motor mounted thereon and turning therewith, and sprocket-wheels and chains or pulleys and bands adapted to convey rotary motion from the motor-shaft to the propeller, substantially in the manner specified.

3. The combination, with the rudder B, propeller G, carried thereby and having sprocketwheel or pulley G on its hub, and with the tiller D and electric motor E mounted thereon and provided with the sprocket-wheel or pulley F on its shaft, of the intermediate sprocket-wheels or pulleys II and h, carried by the rudder, and chains or bands J and K,

all arranged to operate in reducing the speed of the propeller below that of the motor, substantially in the manner described.

In testimony that I claim the invention above set forth I afiix my signature in presence of two witnesses.

FRANK G. CURTIS.

Witnesses:

R0131. A. KELLOND, (inns. S. BARBER. 

